Heating and ventilating system



Aug 2, 1932" P. B. PAR KS HEATING AND VENTILATING SYSTEM Filed June 18. 1927 2 Sheets-Sheet l 0 7 Aug. 2, 1932. P. PARKS I HEATING AND VENTILATING SYSTEM Filed June 18, 1927 2 Sheets-Sheet 2 wg RQ RW '3 5% Anhn L Hahn -fmys Patented Aug. 2, 1932 UNITED. STATES PATENT OFFICE PAUL B. PARKS, OF OAK PARK, ILLINOIS, ASSIGNOR T VAPOR CAR HEATING COH- PANY, INCL, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW YORK HEATING AND VENTILATING SYSTEM Application filed June 18,

This invention relates to a heating system, more particularly to a car heating system and (having reference to the use of the invention in connection with railway cars) its principal l" object is to provide against over-heating of the car when the car is moving at low speeds or standing still at a station, and incidentally, to provide means operable under the conditions mentioned, that is, when the ordinary car ventilators are not functioning, for introducing fresh air into the car. The invention is illustrated and will be described in connection with a heating system regulated automatically to maintain a certain relatively high temperature in the car when the car is in service and a lower temperature, for the purpose of economy of fuel, when the car is out of service and standing, for example, in the train yard; and it is one of the objects of the invention to provide certain arrangements whereby the means for cooling and ven tilating the car will not be put into operation unless the high temperature is being maintained, that is unless the car is in service, nor unless the car temperature is at or above that at which the thermostat functions to shut off inflow of heat.

The invention is shown as utilized in connection with an atmospheric pressure steam heating system, but the principles of the invention may be utilized with other types of heating systems, such as hot water systems, or systems in which the heat is generated by electric current,

The invention is illustrated, somewhat diagrammatically, in the accompanying drawings in which Fig. 1 is a longitudinal section through a railway car showing the relation thereto of the principal elements of this temperature control system.

Fig. 2 is a diagrammatic illustration of the control system.

Referring first to Fig. 1, the railway car A of any approved type is heated by a radiator 1927. Serial No. 199,716.

haust steam and condensate from the radiator flow from valve D through pipe 78 back to the vapor regulator in the usual manner. At P are shown a plurality of ventilating fans, driven by motors Q, to circulate the air within car A. At R is indicated the generator for the car lighting system driven in the usual manner from one of the car axles 79, and S indicates the storage battery for the lighting circuit. At M and at 33 respectively are indicated pressure-controlled switches connected with an air train line pipe 21 carried beneath the car. At X is indicated generally a thermostatic control mechanism, the elements of which are shown in detail in Fig. 2. The several elements of the temperature control system thus generally indicated are electrically connected with one another as incifically shown in Fig. 2.

Referring now to the diagram shown in Fig. 2, the numerals 1 and 2 designate the inlet and outlet conduits for a radiating coil, or radiator of any suitable construction indicated diagrammatically at 13, arranged in the car and supplied with steam through pipe 3. 4 is a discharge pipe for water Qt con densation and steam (in the case of excess of steam in the radiator), which, in low pressure systems of the type illustrated, leads to the vapor regulator that controls the inflow of steam through pipe 3. D is a four-way valve, the valve member of which is arranged on a spindle 6 rotated by lever 7, and, in one position, shuts off inflow of steam from pipe 3 to pipes 1 and 2, putting pipes 3 and 4 in communication with each other, and pipes 1 and 2 in communication with the outlet or drip pipe, and in its other position, puts pipe 1 in communication with supply pipe 3 and pipe 2 in communication with discharge pipe 4 4, thus compelling the steam from pipe 3 to pass through the radiator. Details of the valve, vapor regulator and connections are not shown as these devices and their relations with each other are well known, being fully disclosed for example, in Patent 1,440,701 to E. A. Russell, granted January 2, 1923.

The valve body of valve D is rotated from the closing position, indicated in the drawings, to a position to admit steam to the radiator by movement to the left of the handle end 8 of the operaing lever 7, accomplished automatically b means of a solenoid E. The movement of t e valve in the op osite direction is brought about by energlzation of a solenoid F. The lever 7 is engaged between abutments 9 and 10 on the double core structure 11 of solenoids E and F. 12 is a snap switch mechanism, the detailed construction of which is not shown, for controlling a switch arm 13 between contacts 14 and 15 for cutting off the current from solenoids E and F at the ends of the valve movements, the snap switch mechanism being operated by lever 7 through a link 16.

The current is directed to the solenoid E or to the solenoid F, by means of a relay J, the armature 18 of which oscillates between a pair of spaced contacts 19, 20.

In the car are arranged two thermostats, one designated K, which functions at a relatively low temperature, 50 F., for example, and one designated L, which functions at a higher temperature, for instance F.

M is a selector switch, actuated from one of the air train pipes of the car, for example, the air signal line 21, to short circuit the high temperature thermostat L, thereby putting the low temperature thermostat K in control of the s stem, when the pressure in the train line 21 1s dissipated as the result of the disconnection of the car from the locomotive.

Selector switch M consists of a cylinder 22 connected by pipe 23 with the air train line 21, a piston 24 in the cylinder and a switch arm 25, connected to the stem 26 of piston 24 and carrying at its other end a contact roller 27, adapted to be in contact either with the fixed spring contact 28 only or with this contact and the spring contact 29, by bridging the gap between them, depending upon whether cylinder 22 is or is not under pressure from the air train line. In the latter case spring 30 moves the switch arm to its bridging position.

The apparatus so far as it has been described above, is known and provides a heat ing system whereby when the car is connected up with the locomotive and is in service as one of the units of a train, the temperature of the car is maintained automatically at approximately 70 F., or at whatever temperature thermostat L may be designed to function at, whereas when the car is cut off from the train and is standing in the train-yard,

for example, with its steam train pipe connected with the yard steam line, the temperature of the car will be maintained at 50 F. by means of the low temperature thermostat K, which is put into control of the system by the short circuitingof the high temperature thermostat L through operation of selector switch M.

If a car, heated by means of a heating system, such as has been described, is brought to a standstill, particularly in a station where it is more or less protected from the wind, the temperature of the car is likely to rise considerably above the desired temperature of 70, even after valve D has been closed, due to the stored heat in the radiating coil, which heat is dissipated much more rapidly due to the operation of the car ventilators and to increase radiation and conduction of heat when the car is moving at high speed in an exposed situation than when it is standing still, possibly in an enclosed station.

Furthermore, the controlling thermostat is more sensitive when the air is moving from the steam coils to the ventilators in the clerestory of the car, so that if the thermostat is set to function at 70 F. when the car is in motion, it is likely to require a somewhat higher temperature, before closing the circuit which it controls, if the car is standing still.

In order to prevent so far as possible the overheating of a railway car while standing, and to reduce the temperature to normal when the car becomes overheated when standing, the present invention provides certain arrangements whereby a forced circulation of air through the car is initiated when the speed of the car diminishes to a certain extent, and is maintained while the car is standing, or at the low speed, but only if and so long as the car temperature is and remains at or above the temperature at which the high temperature thermostat functions, and only if the high temperature thermostat is in control. That is, when the low temperature thermostat is put into control of the system, through the cutting off of the car from the train, the auxiliary cooling and ventilating apparatus is automatically made incapable of operating.

To accomplish these results a fan P is provided (or a plurality of fans or other air circulating or cooling apparatus) driven by an electric motor Q. This motor is in a circuit containing a circuit breaker 31, automatically closed when there is pressure in the air train line 21, and opened when such pressure is dissipated. A Bourdon tube 32 secured by a T-fitting 33 in the air train line 21 is preferably employed for closing and opening the circuit breaker 31. This device incapacitates the auxiliary cooling and ventilating apparatus at such times as the car is cut off from the locomotive.

The same circuit contains a pair of contacts 34, 35 the gap between which is adapted to be closed by a switch member 36 on the core 37 of a solenoid having a lifting coil 38 in series with an electric generator R.

The generator R is preferably the generator of the car lighting system and is provided with an automatic cut-out whereby its operation is stopped when the train slows down to about 20 miles an hour.

Since bridging member 36 will be raised from contacts 34,

at all higher speeds, the auxiliary cooling and ventilating apparatus will be out of operation when the car is moving at normal speed. 39 is a holding coil for the solenoid core 37. The storage battery of the lighting system is indicated at S.

The operation of the improved system is as follows:

The drawings show the various elements of the apparatus in the positions which they assume With the car connected to the locomotive, and standing still (or moving at a speed of less than 20 miles per hour) and with the temperature of the car above 70 F so that valve D is closed, shutting oii steam from the car radiator, and fan P in operation. The generator R has been cut out bridging member 36 being therefore on the contacts 34, 35. The air train line 21 is under pressure so that switch 31 is closed. Current is flowing through the high temperature thermostat L over the following circuit:

Circuit N 0. 1.-Battery S, wire 40, resistance 41, wire 42, lower contact 43, of thermostat L, mercury column 44,-upper contact of the thermostat, wire 46, resistance 47, and Wire 48 to the battery. The resistance of the coil of relay J is sufiicient so that with the current passing through the high temperature thermostat L, the coil of relay J will be eiiectively short-circuited, the current passing therethrough being insufficient to hold the armature 20 against the core of the relay. Hence the armature 26 is on the lower contact 19 of the fan motor circuit. This circuit is as follows:

Circuit N 0. 2.Battery S, wire 40, wire 49, armature 18 of the relay J contact 19, wire 50, windings of motor Q, wire 51, contact 52, switch 31, wire 53, contact 34, bridging member 36, contact 35, wire 54, to battery S.

In case the car is cut off from the loco motive, the dissipation of air pressure in air line 21 causes the Bourdon tube to contract, opening switch 31 and stopping the operation of the fan.

If the temperature of the car falls below the fan motor circuit is broken at 18, 19 because, with the high temperature thermostat circuit broken at 44, 45, current will pass through the coil of relay J, causing the armature 18 to be raised against contact 20. The fan is now stopped and a circuit is closed which opens valve D to admit steam to the radiator A, this circuit being as follows:

Circuit N 0. 3.Battery S, wire 40, wire 49, switch 18, contact 20, wire 55, solenoid E, wire 56, contact 14, snap-switch mechanism 12 to wire 57 and wire 48 to the battery. As soon as solenoid E has drawn the double core 11 into itself, switch arm 13 of the snap switch mechanism 12 is moved from contact 14 to contact 15, breaking the circuit through solenoid E. i

In case the mercury column in thermostat L reaches the level of contact 45, relay J is again short-circuited, dropping its armature 18 on the contact 19, closing circuit No. 2 to the fan motor and closing another circuit through the valve operating solenoid F, as follows:

Circuit No. .t.Circuit No. 2 to binding post 58 on wire 50, wire 59, solenoid F, wire 60, contact 15, snap switch arm 13, snap switch mechanism 12, and wires 57 and 48 to the battery. The energization of solenoid F closes valve D and this is followed by the breaking of the circuit through the solenoid F at 13, 15.

hen the car is cut off from the locomotive, the high temperature thermostat L is short circuited and low temperature thermostat K is put into control of the system through a circuit, the opening and closing of which controls the energization of relay J and the consequent energization, in alternation, of the valve operating solenoids E and F, the circuit being as follows:

Circuit No. 5.Circuit No. 1 to contact 43 on thermostat L, wire 61, (which is connected with contact 43), lower contact 61a of low temperature thermostat K, mercury column 62 of the thermostat K, upper contact 63 of thermostat K, wire 64, contacts 29, 27, 28 of the selector switch M, wire 65, wire 46, resistance 47 and wire 48 to the battery.

So long as the mercury column 62 in thermostat K remains in contact with the upper contact 63, the relay J will be short circuited and the fan would, consequently. remain in operation except that when the air pressure falls to atmospheric pressure in cylinder 22 of the selector switch, pressure is also reduced in the Bourdon tube 32, opening the 3 switch 31 in the fan motor circuit.

The control of the heat to the system by low temperature thermostat K is exactly the same as the control by high temperature thermostat L except that the heat s being shut off at the low temperature50 F. for exampleinstead of at the higher temperature.

lVhenever the car is connected up with a locomotive and the train has reached a speed of 20 miles, for example, or such speed as brings about the cutting in of the generator R, the circuit through the fan motor is broken by the separation of bridging member 36 from contacts 34, 35. The generator R now charges the battery S through a circuit as follows:

Circuit N 0. 6.Positive brush 66 of the generator, wire 67, wire 54, wire 48, battery S, wire 68, contact 69, bridging member 36, contact 70, coil 39, and wire 71 to the negative brush 7 2 of the generator.

It is realized that the invention might be embodied in apparatuses greatly different in the construction and arrangement of their elements from the apparatus which is shown in the drawings hereof and has been described above. Therefore I desire to be understood as intending to cover by patent all mod fications of the invention within the scope of the appended claims. By the phrase low speeds of the car or equivalent language, as used in the claims, I intend to include a zero speed or stationary condition of the car, as obviously, the arrangements might be such that the fan circuit switch represented by contacts 34, and bridging member 36 would remain open until the car came to a standstill.

I claim:

1. In combination, a railway car, a heating element in the car, means for supplying heating medium to said heating element, an air 0 rculating means in the car, and means for automatically controlling said air circulating means to make it operative only at determined low speeds of the car and when said heating element is not receiving heating medium.

2. In combinat'on, a railway car, a heating element in the car, means for supplying heating medium to said heating element, a thermostat to control said means, an air circulating means for the car, and means for automatically controlling said air circulating means to make it operative only at determined low speeds of the car and when the car temperature is above that at which the thermostat functions.

3. In combination, a railway car, a heating element in the car, means for supplying heating medium to said heating element, thermostatically controlled means for maintaining the car atmosphere at determ'ned high or low temperatures, an air circulating apparatus in the car, and means for automatically controlling said air circulating apparatus to make it operative only at the determined low speeds of the car and when the car temperature is above the aforesaid high temperature.

4. In combinat'on, a railway car, a heating system for the car, an air circulating apparatus within the car, and means for automatically controlling the air circulating apparatus to make it operative only at determined low speeds of the car and when the car temperature is in excess of a determined temperature.

5. In comb nation, a railway car, a storage battery and a generator which is inoperative to supply current when the car slows down, a heating system for the car, a thermostat for maintaining a determined temperature in the car, an air circulating fan having an electric motor supplied with current from sa'd battery, and a circuit breaker in the fan motor circuit controlled by the generator so that the fan motor circuit is closed only when the generator is not functioning.

6. vIn combination, a railway car, a storage battery and a generator which is inoperative to supply current when the car slows down, a heating system for the car, a thermostat for maintaining a determined temperature in the car, an air circulating fan having an electric motor supplied with current from said battery, a circuit breaker in the fan motor circuit controlled by the generator so that the fan motor circuit is closed only when the generator is not functioning, and a second circuit breaker in the fan motor circuit which is closed when the car temperature rises to the temperature at which the thermostat functions.

7 In combination, a railway car, a storage battery and a generator which is inoperative to supply current when the car slows down to a certain speed, a heating system for the car comprising a radiator, a valve for governing the inflow of heating medium to the radiator and a thermostat for controlling the valve, an air circulating fan having a motor supplied with current from said battery, a circuit breaker in the motor circuit controlled by the generator so that the fan motor circuit is closed only when the generat-or is not functioning, and a second circuit breaker in said motorcircuit closed when said radiator valve is closed.

8. In combination, a' railway car, a storage battery and a generator which is inoperative to supply current when the car slows down to a certain speed, a heating system for the car comprising a radiator, a valve for governing the inflow of heating medium to the radiator, two thermostats positioned in the car and functioning at respectively high and low temperatures for controlling the valve and a selecting device for putting one or the other of said thermostats in control, an air circulating fan having a motor supplied with current from said battery, three circuit breakers in the motor circuit, and connecting means whereby one of the circuit breakers opens when the generator is operatin, another when the low temperature thermostat is put into control and the third when the car temperature is below that at which the high temperature thermostat functions.

9. In combination, a railway car, a radiator in the car, a valve to open and close said radiator, high and low temperature thermostats positioned in the car to control the movements of said valve, an air train line, a selecting device operated by changes in pressure in the air train line for determining which of the two thermostats shall control the radiator valve, an electric generator, a storage battery connected with the generator so as to be charged thereby, a relay short-circuited by said thermostats having an armature, a pair of motors for moving said radiator valve in opposite directions which are energized by movements in opposite directions of the armature of said relay, an air circulating fan having an electric motor energized from said storage battery, the circuit of which is broken by said relay armature when the radiator valve is opened, a circuit breaker in said fan motor circuit open when said generator is operative and a circuit breaker in said fan motor circuit which is opened on decrease of pressure in said train line.

10. In combination, a railway car, a heating element therein, means for supplying heating medium to the element including a thermostat in the car for cutting oil the flow of medium to the element when a deter; mined maximum temperature is attained, means for positively forcing the air in the car to circulate, said means being inoperative when the car is in rapid motion or when the temperature is below the determined maximum, and means for causing this aircirculating means to operate when the car is not in rapid motion and the temperature is above the determined maximum.

11. In combination, a railway car, a heating element therein, means for supplying heating medium to the element including'a thermostat in the car for cutting off the flow of medium to the element when a determined maximum temperature is attained, a fan adapted to force the air in the car to circulate, and means for automatically controlling the fan to make it inoperative when the car is in rapid motion or the temperature is below the determined maximum, and to cause the fan to operate when the car is not in rapid motion and the temperature is above the de termined maximum.

12. In combination, a railway car, a heating system for the car, and means for controlling the system so that with the car in service and in motion. at relatively high speeds a determined high temperature is maintained in the car and a lower temperature is maintained in the car when the car is disconnected from the locomotive and out of service, apparatus for causing a circulation of the air within the car, and connections for controlling the air circulating apparatus to make it efiective only when the car is in service but not in rapid motion and when the car temperature is above the aforesaid high temperature.

PAUL B. PARKS. 

